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Here it is, the Evolve Automotive supercharger kit for the BMW E39 M5 S62 V8. The kit has been under development for some time now getting tested and perfected. They use a Rotrex C38-91 blower which is capable of 1100 CFM and tends to offer excellent mid-range power and throttle response preserving important naturally aspirated M motor characteristics. They include a blow off valve, air to air intercooler, and Evolve Alpha-N ECU tuning. Stage I and Stage II are available.

The Stage I kit is priced at £5400 or $8640. It offers 5 PSI of boost and 520-550 horsepower. Stage II is priced at £7500 or $12000 and offers 6-7 psi of boost and 575-610 horsepower at the crank.

A high quality kit with high quality parts with an emphasis on a solid power curve that maintains excellent throttle response. Well done Evolve. Further details below in Evolve's own words.

Promoted to front page, added intro paragraph and grouped the images, graphs, and video together for the article:

Here it is, the Evolve Automotive supercharger kit for the BMW E39 M5 S62 V8. The kit has been under development for some time now getting tested and perfected. They use a Rotrex C38-91 blower which is capable of 1100 CFM and tends to offer excellent mid-range power and throttle response preserving important naturally aspirated M motor characteristics. They include a blow off valve, air to air intercooler, and Evolve Alpha-N ECU tuning. Stage I and Stage II are available.

The Stage I kit is priced at £5400 or $8640. It offers 5 PSI of boost and 520-550 horsepower. Stage II is priced at £7500 or $12000 and offers 6-7 psi of boost and 575-610 horsepower at the crank.

A high quality kit with high quality parts with an emphasis on a solid power curve that maintains excellent throttle response. Well done Evolve. Further details below in Evolve's own words.

On our dyno dynamics the recommended gear to use on any car is where the car is reaching it's peak power nearest 100mph. So in the case of the E39 M5 and most M power cars this is 100mph.

Using this has always given us very close to the stock factory flywheel figures.

However, the problem is that with these big torque supercharged cars there is simply too much torque applied in 3rd gear and we suffer from wheel slip. How do we know this?

Using the same red car in the video, when it was stock it was achieving around 93mph @ 7000rpm on the dyno.
However, once supercharged, it only manages a roller speed of 80mph at 7000rpm. Clearly indicating wheel slip through the rpm range. Wheel slip means less power transmitted. What we also get is the engine is underloaded.

So, in the case of these cars we moved to 4th gear and we have enough grip. The run is longer and the engine is loaded up much better.

Unfortunately 4th gear reads slightly higher than 3rd on a stock car. We cannot however find the tests in 4th as it is difficult to remember out of the hundred plus cars we have tested which few we may have done a 4th gear pull as an experiment.

A stock car reads around 320-325whp in 3rd and 330-335whp in 4th. However we never ran this car when it was stock in 4th gear. So to get a true and honest graph comparison is difficult from our dyno unless we return the car back to stock.

What we do know is that this car when stock made bang on average numbers in 3rd gear.

So, if it is acceptable we can dyno test a car which makes the same numbers in 3rd and then dyno it in 4th and compare those graphs.

What we also plan on doing next week is to dyno 3 evolve supercharged cars with different setups on a dynojet machine and publish the DRF files. This will give a much better indication as most E39 tests are done on a dynojet. You can then compare the graphs to other supercharged cars.

We are expecting around 480-520 whp on a dynojet with good repeatability.

However, we do need to have a fan setup which fires at the intercooler and the air filter at the same time. Given that they are on opposite sides of the car this requires two fans. Not many dyno shops have this setup.

On our dyno dynamics the recommended gear to use on any car is where the car is reaching it's peak power nearest 100mph. So in the case of the E39 M5 and most M power cars this is 100mph.

Using this has always given us very close to the stock factory flywheel figures.

However, the problem is that with these big torque supercharged cars there is simply too much torque applied in 3rd gear and we suffer from wheel slip. How do we know this?

Using the same red car in the video, when it was stock it was achieving around 93mph @ 7000rpm on the dyno.
However, once supercharged, it only manages a roller speed of 80mph at 7000rpm. Clearly indicating wheel slip through the rpm range. Wheel slip means less power transmitted. What we also get is the engine is underloaded.

So, in the case of these cars we moved to 4th gear and we have enough grip. The run is longer and the engine is loaded up much better.

Unfortunately 4th gear reads slightly higher than 3rd on a stock car. We cannot however find the tests in 4th as it is difficult to remember out of the hundred plus cars we have tested which few we may have done a 4th gear pull as an experiment.

A stock car reads around 320-325whp in 3rd and 330-335whp in 4th. However we never ran this car when it was stock in 4th gear. So to get a true and honest graph comparison is difficult from our dyno unless we return the car back to stock.

What we do know is that this car when stock made bang on average numbers in 3rd gear.

So, if it is acceptable we can dyno test a car which makes the same numbers in 3rd and then dyno it in 4th and compare those graphs.

What we also plan on doing next week is to dyno 3 evolve supercharged cars with different setups on a dynojet machine and publish the DRF files. This will give a much better indication as most E39 tests are done on a dynojet. You can then compare the graphs to other supercharged cars.

We are expecting around 480-520 whp on a dynojet with good repeatability.

However, we do need to have a fan setup which fires at the intercooler and the air filter at the same time. Given that they are on opposite sides of the car this requires two fans. Not many dyno shops have this setup.

I see, I understand your point. I simply wanted to show the gains versus stock so people understand the difference the supercharger makes.